Automatic



0. HOLMES.

AUTOMATIC TRAIN STOP.

APPLICATION FILED DEC. :8. ms.

1 @1 1 5,509", Patented'Sept. 9, 1919.

2 SHEETS --SHEET I.

lllllllll I II IIIIIIIIA 0. HOLMES.

AUTOMATIC TRAIN STOP.

APPLICATION FILED Dec; I8, 1915.

2 SHEETS-SHEET 2- UNITED STATES PATENT ormon OWEN HOLMES, or HUNTINGTON, INDIANA.

AUTOMATIG TRAIN-ISTBOZP...

To all whom it may concern:

Be it known that I, OWEN I-IoLMns, a citizen of the United States, residing at Huntington, in the county of Huntington, State of Indiana, have invented certain new and useful Improvements in Automatic Train- Stops; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the .art to which it appertains to make and use thesame. p

This invention relates toimprovements in train stops and particularly to gdevicesfor automatically applying the brakes and cutting iofi thesteam-ofa train when approaching or about to enter .a danger Zone.

One object of the present invention isto provide a simple andefiective device of this character whereby the air brake traingpipe will be exhaustedto apply the brakes to the train, and at the same time the throttle will be closed to cut oil steam from the engine driving cylinders.

Another object is to provide novel means for utilizing the exhausting air from the train pipe to close the throttle valve.

Other objects and advantages will be apparent from the following description when taken in connection with the accompanying drawing.

In the drawings:

Figure 1 is a side elevation of my train stopping mechanism shown in connection with a railway, semaphore signal, and locomotive.

Fig. 2 is an end elevation of the track device.

Fig. 3 is an enlarged top plane view of the engine carried mechanism.

Fig. 4 is a perspective view of the air valves, and connections therewith.

Fig. 5 is a vertical sectional view through one of the air valves.

Fig. 6 is an enlarged elevation partly in section, of the throttle actuating mechanism.

Fig. 7 is a sectional detail of the valves and the pipe 49.

Referring particularly to the accompanying drawings, 10 represents the mast of a semaphore signal, which includes the pivoted arm 11. A contact 12 is carried by the mast, and a contact.13 by the arm, wires 14 and 15 extending from these contacts respectively, and leading to a motor 16 through a source of electricity 17. On the shaft of Specification of Letters .Patent.

Patented Sept. 9, 1919. Application filed December IS, iaic. sea No. 137,637.

the motor is mounted a pinion 18 i which meshes with a segmental pinion 19 carried by one end of a centrally pivoted lever 20,

mounted acent the rail 21 of the railway. Mounted in suitable guides 22, adjacentthe' said rail, and movable vertically therein, is

a frame 23, which supports on its upper end a rail 24,, said rail beingdisposed above the tread of the rail 21 when the semaphore arm is raisedto danger position, and below said rail when the arm is lowered into safety arm on itspivot. Also mounted 011. the 6111- g ne afirame, adjacent the upper end of the arm 27, is a pair of valves 30 and 31. In the former there is disposed an apertured slide 32, while in the latter there is disposed an apertured slide 33. A lever 34 extends across the outer ends of the slides and is pivotally connected thereto, said lever being, pivotally mounted at its intermediate portion on the frame of the engine. The

outer end of the lever 34 is formed with a downturned bifurcated portion 35 which pivotally receives the upper end of the arm 27, whereby when said arm is rocked on its pivot, by contact with the rail 24, the lever 34 will be correspondingly moved to actuate the slides 32 and 33. The valve 30 is located in the pipe 36 which leads from the train pipe 37 to the engineers brake valve 38, so that when said valve 30 is opened by the movement of the arm 27, the air in the train pipe will be permitted to exhaust into the atmosphere and cause an emergency application of the brakes.

Within the cab of the engine, and mounted on the inner end of the boiler 39, is a cylinder 40, in which is disposed a piston 41. The stem 42 of this piston is pivotally con nected to one arm of a bell crank lever 43 which is pivotally mounted on the throttle lever 44. The other arm of the lever 43 is formed with a longitudinal slot 45 which receives a pin 46 carried by the rod 47 of the pawl 48 of the lever 44. To the inner end of the cylinder 40 there is connected a pipe 49 which extends to and is connected with the valve 31. A pipe 49 extends from the other side of the valve 31 into the pipe 36 and is turned in the direction longitudinally of the pipe to receive air as it is discharged iihrough the valve 31, as shown at 51 in It will thus beseen that when the semaphore arm is lowered the rail 24 is disposed below the tread or" the rail 21, and the operation of the engine carried mechanism prevented. Whenthe arm of the semaphore is raised to danger position, the circuit will be completed tostart the motor and cause the raising ofthe rail 24 into such position that when the roller 29 strikes it the arm carrying the roller will be rocked on its pivotand' cause the actuation of the valves 30 and 31, whereby the train pipe will be exhausted. and permit the application of the brakes, and at the same time the escaping air will be passed into the pipe 49 and thence into the cylinder 40, which will drive the piston to the'other end of the cylinder and move the throttle lever into such position as to completely cut oil the steam. The initial movement of the piston causes a slightrocking of the bell crank lever 43 which raises the pawl from the segment 50,

copies this patent may be obtained for further movement drawing the throttle lever into the position above-named.

It will thus be seen that while the greater part of the air exhausted from the train pipe through the engineers valve and the pipe 36 passes to the atmosphere, a sufiicient quantity is discharged through the upturned portion of the pipe 49 to enter the cylinder 40 and actuate the piston 41 to move the throttle lever and close the throttle valve, thus cutting off the steam.

What is claimed is:

A train stopping mechanism including a throttle lever and an engineers brake valve, an air conduit leading from the engineers valve for exhausting the air from the train pipe of the brake system, a cylinder mounted adjacent the throttle lever, a piston in the cylinder and connected to the lever, an air conduit leading from said cylinder, a valve connected to the first pipe, a valve connected to the second pipe, and a pipe connected to the second valve and extending into and turned longitudinally within the first conduit for receiving air from the sec- -ond conduit when both of said valves are opened.

In testimony whereof I aiiix my signature in the presence of two witnesses.

OWEN HOLMES. Witnesses W. S. HoLMns, RAYMOND HOLMES.

five cents each, by addressing the Commissioner of Patents. Washington, D. G. 

